Joseph eyan



(-No Model.)

J. RYAN.

LOCOMOTIVE CYLINDER AND BLOW-OFP COCK.

Patented Sept. 6,1881.

B Inventor.

UNTTE STATES PATENT Ferca..

JOSEPH RYAN, OF vST. LOUIS, MISSOURI.

LOCOMOTlVE-CYLINDER AND BLOW-OFF COCK.

SPECIFICATION forming part of Letters Patent No. 246,640, dated September 6, 1881.

Application tiled December 17, 1880. (N o model. J

To all 'whom it may concern:

Beit known that I, JOSEPH RYAN, of St. Louis, Missouri, have invented new and useful Improved Cylinder and Blow-Off-Cock Attachments for Locomotive Steam Cylinders, of which the following is a specification.

My invention relates to improvements specially designed to be applied to the steam-cylinders of locomotive-engines, although the main devices-such as blow-off cock and automatic cylinder-cock-can be applied to steam cylinders in general.

The objects of my improvements are. first, to effect a better drainage of the steam-cylinders of locomotivesthat is, relieve same of condensation or water, also facilitating the discharge of the exhaust-steam, freeing the cylinder from sediment, Sac., and the causes vthat produce back-pressure; secondly, to enable the engineer, from his position in the cab,

vto control the action of the respective blow-off and cylinder cocks; thirdly, to effect the discharge ofthe exhaust or blow-off from steamcylinders without passing the water, &c., through the cylinder-cock, if so required; fourthly, to cause whatever water or condensation passes through the cocks to be discharged at the lowest point and utilize the ex-v haust-steam in such a manner that it can reach the furnace, but mainly be'discharged into the chimney-stack, (with the main exhaust from steam-cylinder valvechest-;) fifthly, to facilitate combustion in the furnace, also exit of -products of combustion from the stacl,by means of the pipe-communication existing between said parts, permitting exhaust-steam discharging in said stack to create a better draft or currents of air to reach the furnace; lastly, to obviate the necessity of at all times dischargin g exhaust-steam directlyinto the atmosphere,

Aas ordinarily done, hence avoiding the noise vand inconveniences arising from such action.

I attain these objects by the improvements illustrated in the accompanying drawings, of Which- Figure l is a side eleva-tion of my improvements as they appear applied to a locomotive engine. Fig. 2 is a. transverse sectional elevation, somewhat enlarged, taken on line .t x of Fig. l. Fig. 3 is chietly an enlarged sectional elevation ot' my improvements, shown applied to each end of the steam-cylinder, the parts in section being the respective cocks to the right, also the trap, while the remaining parts to the left are shown in side elevation. Fig. 4 is a cross-section of the trap; and Fig. 5 is a detail view, showing the usual stay-rod on the side of the locomotive fitted to turn in the bearings of its bracket, and by crank attachment to lever below control the operation of the threeway cocks.

Similar letters refer to similar parts throughout the several views.

A represents the steam-cylinders of a locomotive-engine.

B represents my automatic cylinder-cocks.

C represents the connecting-pipes.

D represents the three way cocks. The three-way cocks (specially shown in section in Fig. 3) are constructed as ordinarily, the cock el d properbeingtitted to operatein a corresponding barrel,d,having three (3) branches-viz., the inlet-branch cl2, the center branch, d3, and

'thelower or outlet branch, d4. (SeeFig.3.) The Each three-way cock I connect by their inletbranch d2 to the respective ends of the steamcylinder, or near the ends of the stroke of its piston. (See Figs. l and 3.) Further, therespective center branch, d3, I connect to one end of the respective pipes (l C. The other end of said -pipes joins in communication with theinletof the automatic cylinder-cock B. (See Fig. 3.)

The cylinder-cocks B here shown and used are similar in construction and operation to the one patented to me bearing date October 29, 1878, No. 209,518, and are here brieiy described as follows: The inside of the main barrel B has the valve-chambers b b, valveseats b b', the passages b2 b2, communicating from each valve-chamber to the 4central discharge or exhaust, b3. (See Fig. 3.) Further, c c are the pair of valves forming part of stems c c,the inner ends ot' which are guided by the partition-wall ci", While the outer ends ot' the steinsa-re guided by the'resnective screwcaps B2 B2. The arrangement of the valves is such that one closes its seat while thc otheris away from its seat, the stems of the valves be- IOO ing, for said purpose, made to come in contact with each other, as shown in Fig. 3. The valves operate simultaneously, the live steam keeping one closed against its seat, the other valve being away from its sea-t, allowing the water discharge or exhaust steam to pass through the open passage of the exhaust-port b3, as indicated by the course of the arrows. (See Fig. 3.)

The screw-caps B2 B2 close the opposite ends of the cylinder-cock, and B3 B3 are the farther screw-caps to unite the connecting-pipes C C to the respective inlets of the cylinder-cock. (See Fig. 3.) Thus the complete joining in communication with each other ofthe respective three-way cocks to the ends of the steamcylinder and the automatic cylinder-cock to the connecting-pipes is made, and the water of condensation, exhaust-steam, &c., can pass from cylinder through said cocks, pipes, Src., nally out of exhaust-port of cylinder-cock to the respective points of discharge, as `will hereinafter appear.

I will now more specitcally describe the threefold functions performed by the use ot' the three-way cocks here presented: rst, to e'ect the usual blow-off trom steam-cylinder without passing the discharge through the cylinder-cock, but to discharge directly through said three-way cocks, (which therefore serve as a blow-oft' cock;) secondly, to close that part of the three-way cocks so constituting blow-oli` cocks, so as to establish only open communication between cylinder, part of three- Way cocks, and thence into cylinder-cock, effecting the discharge of the condensation and exhaust through the cylinder-cock proper; thirdly, to entirely' close the communications between cylinder and the respective three-way and cylinder cocks.

To use the three-way cocks as blow-orf cocks, each cock dis in the position shown in the section of Fig. -that is, the three ports are in line with the like number of passages in the three branches; hence the live steam has free passage through each cock d into the cylinder-cock B,Which action on part of the steam atrespective periods of the piston-throw closes the valves alternately against their seats. The steam can then pass and also force the previously accumulated water, &c., only through the open outlet of the three-way cocks into the atmosphere. It will be noted that thus the blowing o from steam-cylinder is achieved without passing the discharge through the cylinder-cock.

To accomplish the second operation-viz.,

inder-cock. The cylinder-cock then operates automatically, the steam-pressure closes against its seat, one of the valves at same time thrustin g the opposite closed valve away from its seat,

thus permitting the condensed steam or water to escape from the exhaust end of steam-cylinder through the open valve-chamber of the cylinder-cock, and finally out of its exhaust` port. (See course of arrows as per Fig. 3.) At the next stroke of the engine the automatic action of the pair of valves is exactly reversed, and so on alternately in manner similar to that shown and described in my former patentabove alluded to.

The third operation-viz., to close all communications ofthe respective three-way cocks (and consequently to the cylinder-cock) with steam-cylinder-can be accomplished by simply turning each three-way cock, say, to the right, or until the metal body ofthe cocks dd and barrel d closes the three ports..

My improvements further relate to the connecting mechanism that enables the engineer, from his position in the cab, to control the communications existing between the three-way cocks and the steam-cylinder.

E E are cranks having one end secured respectively to the cranks d d. The other end of each crank is pivoted to a horizontal rod, E. (See Figs. 1 and 3.) To the inner end of rod E', I pivot the lower arm of the lever E2, having for its fulcrum a transverse rock-shaft, E, which turns iu bearings ce. (See Figs. l and 2.) The upper arm ot' lever E2 connects, further, to one end ofthe main rod E, which extendswithiu reach'inside the cab ot'thelocomotive. (SeeFigs. 1 and 2.) It is only necessary to have the main rod E4 on one side, since ou the opposite side of the locomotive the three-way cocks connect, by like cranks, horizontal rod, and the lower arm of lever E2, to the opposite end of the rockshaft E3, as shown in Fig. 2. As apparent, a forward thrust imparted to the main rod E4 causes the cranks simultaneously to turn all the three-way cocks to the left, and, vice versa, by a backward pull of the said main rod the cocks are partially turned to the right. The opening and closing of all the three-way cocks can thus he controlled from the cab-t.hat is, more specifically stated, the engineer, from the cab, can effect the blow-ofi` from steam-cylinder, or, secondly, discharge its exhaust, &c., through the cylinder-cocks, or, lastly, close all the ports and passages existing in the threeway cocks.

1n the place of the main rod E, the usual stayrod, E5, (which ordinarily exists on each side of a locomotiveengine,) can be utilized for the same purposes just stated. The stay-rod E5 is tted to turn in the bearings of its brackets E, and to the outer end of stay-rod I secure the like crank e2. The lower end of this I pivot to the top end of the farther connectingrod, c3, which has its lower end connected to the lever E2, but made a bell-crank. l and 5.)

(SeeFigs. Instead of the push motions used IOO IOS

IIO

in the case of the main rod E, the stay-rod E5 is turned either right or left to operate the respective three-way cocks. The stay-rod E5 also answers for its ordinary purposes of a guide and holdfast.

My improvements further relate as follows: To the exhaust-port of each cylinder-cock I prefer to join transverse bra-uch pipes F F and join same in the middle in open communication with a cross-casting, F', from which the farther respective pipes F2 F3 extend, the former at bottom along the boiler, the latter pipe extending upward into the stack. (See Figs. l, 2, 3.) The main function of the horizontal pipe F2 is to pass oi' the water at its lowest point. The main function of the vertical pipe F2 is to discharge the vapors, exhaust-steam, 85o.,

into the chimneystack,while both said pipes in conjunction further establish an open communication from the furnace to the stack. (See Figs. 1 and 2.) The inner end ot' the pipe F2 discharges into a trap, G, which is simply a tubular boxing having perforated bottom g,out of which the water, sediment, Src., can pass. As shown in Figs. 3 and 4, the inner end,f, of the pipe F2 projects inside and near the upper corner of the trap, this arrangement heilig to break the force of suction lodging matter or liquid into the pipe F2 or cylinder-cock.

F4 is another but shorter pipe, which likewise has one end projecting inside the trap Gr, but at the opposite side, while the remaining end of said pipe I extend either under or above the grate of the furnace. (Sec Fig. l.) By such an arrangement ot' the pipes F4, trap G, and pipe F2 F3, acommunication exists between the furnace and chimney-stack. In operation part of the exhaust-steam may enter the furnace. This I deem advantageous and productive of greater draft and consequent better combustion; but mainly the exhaust-steam ascends up the pipe F2, discharging into the stack, while the condensation or water circulates along the lower pipe, F2, into the trap G, and out of its perforations.

The exhaust-steam can be made to discharge through the pipe F2 at the same point with the usual discharge of exhaust from the valvechest of the steam-engine, and in so doing greatly relieve the engine from back-pressure, and afford additional means of permitting the exhaust-steam to be quickly discharged from the steam -cylindeln Here, be it noted, the exhaust-steam discharging or escaping into the chimney-stack through the pipe F3 is that part of the steam derived after its work upon the cylinder-piston has been done, and said exhaust is therefore here lurther utilized to facilitate the exit of the products of combustion from the stack at same time when both pipes F2 F2 are used. Said exhaust-steam further serves to better the draft for the furnace, owing to its constant tendency to produce a vacuum in the pipes so extending from furnace to stack. By this method, also, the great noise and inconveniences of discharging or blowing oli' the exhaust-steam into the atmosphere are avoided by forcing the exhaust into the stack.

I can dispense with the vertical pipe F3 by discharging the exhaust-steam, Sto., throng-h the lower pipe, F2, trap G, pipe F4, into the furnace chamber. I can dispense with the lower pipes, F2 F4, and use only the pipe F3, by simply joining the trap G to the middle of the transverse pipes F F, permitting the water to discharge through the trap and the exhauststeam in the stack. I can also directly connect the pipes F2 to the exhaust-port b3 ofthe cylinder-cocks, and thus leave away the transverse branches and the vertical pipe.

The communications through the pipes C C will always remain closed, excepting in cases required to unscrew the cylinder-cocks for repairs, 86o.; hence the separate cocks H H, seen in the pipes C C, (see Fig. 3,) are simply to close the pipes G C for the emergencies stated.V p

I I are respective short tubes, closed at top c', having their lower end, t, screwed into the pipes G C, as shown in Fig. 3. I employ said closed tubes to conftneair,\vhich serves to cush ion the action (especially the closing action) of the valves in the cylinder-cock. The reciproeating action of the said valves is so fast and their closure against the seats is so forcible in engines of this class that there is a liability to breakage of the stems, &c., and the said air cushions act like springs behind each valve, and cause them to more gently strike against their seats.

What I claim isl. In combination with a steam-cylinder, the cocks D D, having ports di d6, the like number of branches d2 d3, the pipes C C, the cylinder-cock consisting of the main barrel B, having valve-chambers b b, the pair of valves c c, their stems c c', the screw-caps B2 and B3, and exhaust-port b2, all said parts constructed as shown and described, by means whereof the condensation and exhaust-steam can be discharged through said cocks D D and the cylinder-cock, in the manner and for the purposes setforth.

2. In combination with a steam-cylinder, the three-way cocks D D, having three branches, d2 d3 d4, the pipes C C, the cylinder-cock consisting of main barrel B, having valve-chambers b b, pair ot' valves with stems c c c' c', the screw-caps at B2 B3, exhaust-port b3, by means whereof the live steam can close against its sea-t one of the valves in the cylinder-cock, at same time throwing away from its seat the opposite valve, by means whereof the blowing oi' from steam-cylinder takes place at one end thereof out through one ofthe cocks D at same time the exhaust from steam-cylinder takes pla-ce at the opposite end through and out of the exhaust-port of the cylinder-cock.

3. In combination witha steam-cylinder, the three-way cocks D D, respective branches d2 d3 d4, the pipes C C, with or without the cocksH I-I, the closed tubes l I, serving as air-cushions, the cylindercock consisting of the main barrel B, having valve-chambers b b, the pair of valves and stemscc c c', screw-caps at B2 B3, all said parts constructed and arranged to operate as and for the purposes set forth.

4. In combination with the exhaustApor-t of a cylinder-cock employed in connection with locomotive Stettin-cylinders, the branch pipes F F, the horizontal pipe F2, trap G, having perforated bottom g, and extension-pipe F4, by means whereof the exhaust, 83e., from the cylinder-cock can be discharged into the furnacechamber ofthe locomotive, as and for the purposes set forth.

5. In combination with the exhaust-'port of a cylinder-cock employed in connection with locomotive steaincylinders, the branch pipes F F, horizontal pipe F2, vertical pipe F3, the trap G, and extensiorrpipe F4, said parts arranged as shown and described, by means whereof an open communication exists between the furnace and chimney-stack of a, locomotive, as and for the purposes set forth.

6. In combination with the steam-cylinders of a locomotive-engine, the three-way cocks D D, cranks E E, horizontal rods E', the bellcrank levers E2, rock-shaft E3, connecting-rod e3, upper crank, e2, stay-rod E5, turnin gi n brackets E6, by means whereof the said stay-rod is utilized to control the operation of said cocks, as well as serving' as the guide and holdfast rod for the side passage of the locomotive.

7. In combination with the steam-cylinders of a locomotive-engine, the three-way cocks D D, having the branches d2 d3 d4, ports d5 d6 d", the connecting-pipes C C, with or without the closed tubes I I and the cocks H H, the automatic cylinder cock B, the pipes F F F2 F3, singly used or combinedly, as described, the trap G, the cranks, rods, levers, and push or turn rod mechanism, substantially as shown and described, as and for the purposes set forth.

' JOSEPH RYAN. Witnesses WILLIAM M. HERTHEL, JOHN W. HERTHEL. 

